Carburettors for internal combustion engines



July 15, 1969 A. L. MENNESSON CARBURETTORS FOR INTERNAL COMBUSTIONENGINES 3 Sheets-Sheet 1 Filed Oct. 24, 1966 10 0 a a I j a J fl P w 2 y6 Z llll u QH\. 7 9 a m m Ob j d u O" E h V, 3 E.

I I iven: LOUIS lzmuzssom y 1969 A. 1.. MENNESSON 3,455,260

CARBURETTORS FOR INTERNAL COMBUSTION ENGINES Filed Oct. 24, 1966 3Sheets-Sheet 2 INVENTOR- July 15, 1969 Filed Got.

A. L. MENNESSON 3,455,260

GARBURETTORS FOR INTERNAL COMBUSTION ENGINES 3 Sheets-Sheet 3 HNDREZ cuMENNZSJON BY $au s-h hens A TTURNE Y United States Patent O Int. Cl.E02m 3/04 US. Cl. 123-97 ABSTRACT OF THE DISCLOSURE The carburettorincludes means for controlling the fuel flow in an idle fuel passage.These means prevent this fuel flow when the ignition switch is ofi Whenthe ignition switch is on, these means are responsive both to a device(which is itself responsive to the engine speed) and switching means(which are themselves responsive to the position of the throttle valve)for (1) permitting this flow of fuel when the engine speed is below agiven value and said throttle valve is simultaneously closed, (2)permitting this flow when said throttle valve is open and (3) preventingthis flow when the engine speed is above said given value and saidthrottle valve is simultaneously closed.

The present invention relates to internal combustion engine carburettorshaving means responsive either directly or indirectly to the position ofthe main throttle valve (also called throttle member in the presentspecification and claims) in the carburettor induction pipe for stoppingat least partly the feed of fuel to said induction during the engineslowing down periods that follow the closing of said throttle valve. Theinvention is more especially concerned with carburettors for motor carengines.

The stopping (or reduction) of fuel feed to an internal combustionengine when it is driven by the vehicle, instead of driving it, has theadvantages, on the one hand,

Claims of saving fuel and, on the other hand, of stopping the deliveryinto the atmosphere of toxic exhaust gases.

It is known that the conditions of slowing down of the engine have incommon with the conditions of idling the closing of the throttle valvebut are distinguishedfrom the idling conditions by. an engine speedgreater than a given limit; on the other hand, the conditions of slowingdown of the engine have in common with the conditions of normal runninga speed greater than this limit but are distinguished from normalrunning conditions by the closing of the throttle valve. This closingcan be evaluated either directly, by the position of a part rigidlyconnected with said throttle valve, or indirectly, in particular by thesuction existing in a suitably chosen portion of the induction pipe.

. The object of the present invention is to provide an improvedconstruction of carburettor taking into account the number ofrevolutions per minute of. the engine.

According to the present invention, in a carburettor having meanscapable of stopping at least partly the feed of fuel to the carburetorinduction pipe when, the main throttle valve being closed, the number ofrevolutions per unit of time of the internal combustion engine, is abovea limit value, said limit valve is determined by means for counting thenumber of breaks per unit of time of the en- FIG. 1 is a diagrammaticview, partly in vertical sec- 3,455,260 Patented July 15, 1969 tion andpartly in elevation of a carburettor made according to a firstembodiment of the invention, in the position corresponding to idling; I

FIGS. 2 and 3 show some elements of the carburettor of FIG. 1 inpositions corresponding respectively to a slowing down of the engine andthe normal running there- FIG. 4 is a view similar to FIG. 1 showing asecond embodiment of a carburettor according to the present invention,in idling position, the dot-and-dash lines indicating the normal runningposition of the throttle valve;

FIG. 5. is an elevational view with portions in section of a carburettormade according to a third embodiment of the invention in the positioncorresponding to idle of the engine; p

FIG. 6 is an elevationalview with parts in section of a fourthembodiment of the invention in the position corresponding to thestopping of theengine;

FIG. 7 is a view similar to FIG. 6 but corresponding to the normalrunning of the engine According to the embodiment of FIGS. 1 to 3inclusive; the carburettor is of the downdraught type and comprises aninduction pipe 1 provided with a main throttle valve consisting of abutterfly valve mounted on a spindle 3. On this spindle are fixed afirst lever (not shown) adapted to be acted upon by the driver and asecond lever 4 carrying an adjustment screw 5 which cooperates with anabutment 6 to determine the idling position of the throttle valve. Aconduit 7 opens into induction pipe 1 downstream of throttle valve 2through an idling orifice 8 adjustable by a screw 9. This conduit 7 isfed with an air and fuel mixture supplied from a constant level chamber10. Conduit 7 also communicates with induction pipe 1 through an orifice11 located in such manner that it passes from upstream to downstreamposition with respect to throttle valve 2 when said valve is opened.Thus the total delivery rate increases gradually from idling to normalrunning position. The main jet means and the usual accessories of thecarburettor have not been shown because they are not necessary tounderstand the present invention.

The ignition circuit of the engine comprises an electric battery 12, aswitch 13, a contact breaker 14 and an ignition coil 15. Referencenumerals 16 and 17 designate t e conductors of the ignition primarycircuit located on either side of the primary winding of coil 15 andconnected respectively to switch 13 and contact breaker 14.

The means for acting upon the delivery of fuel during the engine slowingdown periods comprise a fuel feed valve 18 adapted to cooperate with aseat 19 so as to be able to stop, either wholly or at least mostly, thedelivery of fuel when the engine speed is above a predetermined limite.g. above idling speed. In the embodiment of FIGS. 1 to 3, seat 19 isprovided in conduit 7.'In order to make the last mentioned meansresponsive to variations of the number of revolutions per minute of theengine, there is provided a device 20 capable of measuring this numberof revolutions per minute by counting the number of breaks of theignition current per minute produced by the contact breaker 14. Valve 18is controlled by an electromagnet 21, through the movable core 22thereof, against the action of a spring 23. Current is fed, ornot, toelectromagnet 21 according to the number of revolutions per minute ofthe engine through a circuit in which is inserted a switch responsive tothe position of throttle valve 2. According to the embodiments of FIGS.1 to 4, valve 18 is closed, against the action of spring 23, byelectromagnet 21 and device 20 is arranged in such manner as to feedsaid electromagnet 21 with current when the number of revolutions perminute of the engine is higher than the above indicated limit.

As shown by FIG. 1, device comprises a circuit 24 a conductor 25connected with conductor 17, and also a relay 26. adapted to connect oneof the terminals 21a of electromagnet 21 to conductor 16 through aconductor 27, that is to say to connect said terminal 21a with battery12 when, at the same time, switch 13 is closed and circuit 24 records anumber of revolutions per minute of the engine higher than thatcorresponding to idling. Furthermore, the other terminal 21b ofelectromagnet 21 is grounded thruogh a switch linked to the position ofthrottle valve 2. More particularly, in the embodiment of FIGS. 1 to 3,this last mentioned switch consists of a flexible conductor blade 28carried by an insulating block 29 and adapted to be contacted by a stud30 operatively connected with throttle valve 2. For instance, said stud30 consists of a screw "carried by a second arm 4a of lever 4, throughwhich stud 30 is grounded.

In the embodiment of FIG. 4, blade 28, insulating block 29 and stud 30of FIGS. 1 to 3 are replaced by a deformable blade 28a, a block 29a anda stud 30a respectively. Stud 30a is connected indirectly with throttlevalve 2 with a portion of induction pipe 1 located in such manner as toshift from a downstream position to an upstream position with respect tothrottle valve 2 when said throttle valve is opened. Stud 30a isgrounded through diaphragm 31 and casing 33 which, in this case, areboth metallic. When throttle valve 2 is closed and the internalcombustion engine is running, the suction transmitted through duct 35 todiaphragm 31 overcomes the action of spring 32 and stud 30a is incontact with blade 28a. When throttle valve 2 is open, as shown indot-anddash lines, the action of spring 32 becomes preponderating andstud 30a is moved away from blade 28a.

In both cases, blade 28 or 28a is in contact with stud 30 or 30a only ifthrottle valve 2 is closed and if, in the second case, the internalcombustion engine is running and sucking in air through pipe 1.

The operation of the embodiment of FIGS. 1 to 3 is as follows:

When the number of revolutions per minute of the internal combustionengine is below a given limit (for instance from 1200 to 1500revolutions per minute) and in particular under idling conditions, theparts are in the respective positions shown by FIG. 1. Switch 13 isclosed, circuit 24 does not let current flow through relay 26 andelectromagnet 21 is therefore not energized. Spring 23 keeps valve 18open and the idling air and fuel mixture can therefore flow freelythrough conduit 7. Under normal running positions (number of revolutionsper minute of the engine higher than the above mentioned limit andthrottle valve 2 open), the parts come into the position of FIG. 3.Relay 26 permits current to flow therethroguh but stud 30 is out ofcontact with blade 28 so that electromagnet 21 is not energized, Idlingcon duit 7 is open as in the case of FIG. 1.

If the internal combustion engine is then slowed down by closingthrottle valve 2, relay 26 permits current to flow therethrough as inthe case of FIG. 3 (number of revolutions per minute of the enginehigher than the above mentioned limit) but, furthermore, stud 30 is incontact with blade 28 as in the case of FIG. 1 (throttle valve 2 closed)whereby electromagnet 21 is energized and therefore valve 18 closesidling conduit 7. As soon as the slowing down .has become sufiicient tomake the number of revolutions per minute of the engine to drop belowthe above mentioned limit, the elements again come into their positionsof FIG. 1. When the engine is stopped, switch 13 cuts off from battery12 not only the ignition circuit but also the relay 26 of device 20.

The operation of the embodiment of FIG. 4 is the same as that of theembodiment of FIGS. 1 to 3. The positions shown in solid lines and indot-and-dash lines in FIG. 4 correspond to those shown by FIGS. 1 and3,, respectively. FIG. 5 shows the application of the invention to acarburettor different from the conventional carburettor with fixed chokemeans. In this case the carburettor is of the type where the crosssections for air and fuel are variable. Such a carburettor comprises amain pipe 36 provided with a throttle valve 2 actuated through a spindle3. The device for automatically adjusting the cross section of the airpassage in accordance with the flow rate comprises a sliding valve 37urged toward the inside of pipe 36 by a spring 38 and in the opposeddirection by the effect of the suction existing in chamber 39 extendingbetween sliding valve 37 and throttle valve 2, and this owing to a hole40 transmitting said suction to adiaphragm 41. In this embodiment of theinvention, diaphragm 41 forms a partition between two chambers 42 and43. The lower chamber 42 is connected with the atmosphere whereas theupper chamber 43 is closed by a lid 44.

It is known that, with such an arrangement, whatever be the air flowrate, sliding valve 37 occupies a position such that the effect of thesuction from chamber 39 upon diaphragm 41 is balanced by the action ofspring 38.

The fuel flow rate is adjusted by a needle 45 of suitable profilemovable together with sliding valve 37 and which determines the crosssection of the annular space left between itself and a calibratedorifice 46 surrounding it. Fuel is fed through a conduit 47 from aconstant level chamber analogous to chamber 1 0 of FIG. 1 and which isconnected with the atmosphere or with the carburettor air inlet. Thusair and fuel are fed under the same pressure difference, to wit, thedifference between atmospheric pressure and the pressure existing inchamber 39. It sufiices to have the flow passage sections determinedrespectively by sliding valve 37 (air) and needle 45 (fuel)substantially proportional to each other to obtain a constant richnessof the fuel and air mixture fed to the internal combustion engine.

In a carburettor of this type, there is provided, accord ing to thepresent invention, a device analogous to that shown by FIGS. 1 to 3. Inparticular this device comprises electromagnet 21, resilient blade 28and device 20,

as in the case of FIG. 1.

The present case differs from those above described in that the feed offuel under idling conditions does not take place through a specialconduit but through the annular passage between calibrated orifice 46and needle 45.

In this case electromagnet 21 fed as above described, is made to actupon a valve 18a against the action of a spring 23a, this valve 18abeing capable of closing an orifice 48 which communicates with pipe 36downstream of throttle valve 2. Orifice 48 leads to a conduit 49provided with a calibrated orifice 50 and which opens into chamber 43.The operation of valve 1801 takes place in a direction opposed to thatof the vlave 18 of the proceding embodiments since valve 18a tends to beclosed by spring 23a and to be opened by electromagnet 21.

The operation of the carburettor of FIG. 5 is as fol lows:

Under idling conditions proper, the parts occupy the positionillustrated by FIG. 5. It has already been explained with reference toFIGS. 1, 2 and 3 that, in these 28, 30 permits the passage of current,whichhas for its effect to lift valve 18a and to open orifice 48.

In these conditions, a portion of the suction existing in pipe 36downstream of throttle valve 2 is transmitted to chamber 43. The ratioof the respective cross sections of orifices 50, 40 is such that thereis produced in chamber 43 a suction greater than in chamber 39. Thiscauses sliding valve 37 to move upwardly, this upward movement beinghowever limited by spring 38. It follows that the suction in chamber 39decreases since, under slowing down conditions, throttle valve 2 isclosed and the lifting displacement of sliding valve 37 increases thecross section of the passage of communication with the atmosphere.

If the suction existing inchamber 39, therefore acting upon orifice 46,becomes sufficientlyweak, the flow rate of fuel decreases and may evenbecome zero, the fuel having a tendency to drop back to the same levelas in the constant level fuel chamber in the absence of any suction.Therefore, when the slowing down conditions are fulfilled, that is tosay closing of throttle valve 2 and relatively high number ofrevolutions per minute of the internal combustion engine, the flow rateof fuel through orifice 46 is reduced or even made equal to.zero. Assoon as the number of revolutions per minute of the engine drops belowthe limit value above referred to, relay 26 no longer permits the flowof electric current, valve 18a closes orifice 48 and. sliding valve 37comes back into the position indicated by FIG.- 5, which immediatelyrestores the idling fuel flow.-

Of course, the operation would be the same if sliding valve 37 werereplaced by any other equivalent throttling means, for instance aneccentrically pivoted flat valve.

According to a modification (not shown) of FIG. 5, the fuel meteredthrough the space between fixed calibrated orifice 46 and needle 45instead of being sucked into conduit 36 by the air stream, rnight besent to a pump and, thence into injectors generally disposed downstreamof throttle valve 2.

' According to the embodiment of FIGS. 6 and 7,.valve 18a whichcooperates with a seat 1911 provided in'conduit 7, is adapted to beopened by electromagnet 21 against the action of a spring 23b and thedevice 20b for controlling said electromagnet 21 causes current '[O flowthrough relay 26b when it records a speed of the internal combustionengine lower than the aboveindicatedlimit (circuit 24b being arranged asthe circuit 24 of FIGS. 1 to 3) and cuts off the current flow throughrelay 26b when it records asp'eed higher than the limitrFurthermore,electromagnet 21 must be fed with current not only when the internalcombustion engine is idling (relay 26b then causing current to flowtherethrough), throttle valve 2 being then closed, but also every timesaid throttle valve2is open. 7

For this purpose, two feed circuits are provided in shunt with eachother for electromagnet 21, vto wit, a first circuit passing throughrelay 26b and through a first switch connected with main throttle valve2 and a second circuit passing through a second switch connected withsaid main throttle valve 2, this second circuit being independent ofrelay 26b.

As shown by FIGS. 6 and 7, these two switches are controlled by aresilient contact blade 28b permanently connected with the terminal 21aof the winding of electromagnet 21 and operated by a projection 4bcarried by arm 4a rigid with the spindle 3 of throttle valve 2. Thisblade 28b cooperates, on one sidethereof, with a contact blade 51connected to conductor 16 through relay 26b and, on the other side, withcontact blade 52 which is directly connected to said conductor 16. Theother terminal 21b of the winding of electromagnet 21 is permanentlygrounded. Blade 285 tends, by its own resiliency, to be in contact withblade 52 but it is brought into contact with blade 51 by projection 4bwhen throttle valve 2 is closed. Blades 28a, 51 and 52 are carried by aninsulating block 29b and projection 4b either is made of insulatingmaterial or is carried by an insulated portion of blade 28b.

The embodiment of FIGS. 6 and 7 works as follows:

When the internal combustion engine is stopped the parts are in therespective positions shown by FIG. 6. Switch 13 is open. Thereforeelectromagnet 21 is not fed with current. Valve 18]) is applied againstits seat 1% by spring 23b and conduit 7 is closed.

. If the internal combustion engine is started and caused to run atidling speed, after its ignition circuit has been closed by means ofswitch 13, electromagnet 21 is energized by the first above mentionedcircuit including relay 26b and blades 51 and 28a, since the number ofrevolutions per minute of the internal combustion engine is low andthrottle valve 2 is closed. Valve 18b is therefore opened byelectromagnet 21 and permits an idling fuel and air mixture to flowthrough conduit 7. The only elements of FIG. 6 that have been displacedare therefore switch 13 and valve 18b which now occupy the positionsshown in dot-and-dash lines on FIG. 6.

If throttle valve 2 is now opened, the parts come into their normalrunning positions illustrated by FIG. 7. Electromagnet 21 remainsenergized, but now it is through the second of the above mentionedcircuits, including blades 52 and 28b and valve 18b remains open. Relay26b is in its non conducting position.

. If now throttle valve 2 is closed from the position of FIG. 7, so asto slow down the internal combustion engine, the parts come into therespective positions thereof shown in solid lines in FIG. 6, with theonly exception of switch 13 which is now closed, i.e. in the positionshown in dot-and-dash lines. This is due to the fact that the secondfeed circuit of electromagnet 21 is open, blades 28b and 52 being nolonger in contact with each other, while the first feed circuit is alsoopen, despite blades 28b and 51 being in contact with each other, sincerelay 26b is no longer in the position where it transmits current, asthe internal combustion engine is running at a speed above the limitvalue. Valve 18b is therefore closed and prevents the idling air andfuel mixture from reaching idling orifice 8.

As soon as the number of revolutions perminute of the engine drops belowthe above indicated limit (from 1200 to 1500' revolutions per minute),relay 26b permits the flow of current therethrough and electromagnet 21opens valve 18b. The idling air and fuel mixture then flows to orifice8.

; In comparison with the preceding embodiments, that illustrated byFIGS. 6 and 7 has the following supplementary advantages. Relay 26b,which is rather delicate is energized (i.e. electric current flowstherethrough) only during idling running, that is to say for relativelyshort periods. Furthermore, as soon as the ignition circuit is opened byswitch 13, valve 18b closes and prevents the air and fuel mixture fromreaching the engine. This avoids any risk of the engine running by selfignition, a risk which is .rather frequent in modern engines having ahigh compression ratio. a v V p In what precedes, it has'been deemedunnecessary to give detailed descriptions of devices 20 and 20b, becausesuitable types of these devices exist on the market.

In a general manner, while the above description dis-' closes what aredeemed to be practical and eflicient embodiments of the presentinvention, said invention is not limited thereto as there might bechanges made in the arrangement, disposition and form of the partswithout departing from the principle of the invention as comprehendedwithin the scope of the appended claims.

What I claim is:

1. For use with an internal combustion engine having an ignition circuitwhich includes an ignition switch," a carburettor for said engine whichcomprises, in combination,

an induction pipe,

a throttle member in said induction pipe, said throttle member beingmovable by an operator of the engine between a substantially closedposition and a position of maximum opening, and vice-versa,

fuel passage means for idling running opening into said induction pipedownstream of said throttle member,

a device responsive to the engine speed,

switching means responsive to the position of said throttle member,

and fuel flow controlling means actuated by an electric circuitincluding said ignition switch, said fuel flow controlling means beingadapted, when said ignition switch is switched off, to prevent at leastpartly the flow of fuel through said fuel passage means,

' said fuel flow controlling means beng responsive when said ignitionswitch is switched on, both to said de vice and to said switching meansfor (1) permitting the flow of fuel through said fuel passage means whenthe engine speed is below a given value and said throttle member issimultaneously substantially closed,

(2) permitting the flow of fuel through said fuel passage means whensaid throttle member is in any other position,

(3) and preventing at least partly the flow of fuel through said fuelpassage means when the engine speed is above said given value and saidthrottle member is simultaneously substantially closed,

wherein said fuel flow controlling means includes a valve, resilientbiasing means urging said valve towards a substantially closed postionwhich prevents, at least partly, the flow of fuel through said fuelpassage means, and an electromagnet disposed in said electric circuit,in series with said ignition switch, said electric circuit furtherincluding a source of current in series with said ignition switch, saidelectromagnet being adapted, when energized, to open said valve whichpermits the flow of fuel through said fuel passage means, and saidelectromagnet being further adapted, when de-energized, to release saidvalve whereby said resilient biasing means can return said valve to itssubstantially closed position,

and wherein said electric circuit includes two branches, namely a firstbranch and a second branch, in parallel with each other but in serieswith said electromagnet, said ignition switch and said source ofcurrent, for energizing said electromagnet, said first branch includinga relay operative by said device and adapted to be energized and henceclosed when the engine speed is lower than said given value andde-energized and hence open when said engine speed is higher than saidgiven value, said switching means comprising a first switch and a secondswitch, said first switch being disposed in said first branch and saidsecond switch being disposed in said second branch, said first switchbeing closed and said second switch being open when said throttle memberis substantially closed, and said first switch being open and saidsecond switch being closed for all other positions of said throttlemember.

2. A carburettor according to claim 1 wherein said valve is disposed insaid fuel passage means.

3. A carburettor according to claim 1 wherein said switching means ismechanically actuated by said throttle member.

4. For use with an internal combustion engine having an ignition circuitwhich includes an ignition switch and a contact breaker actingperiodically to break the ignition current, a carburettor for saidengine which comprises, in combination,

an induction pipe,

a throttle member in said induction pipe, said throttle member beingmovable by an operator of the engine between a substantially closedposition and a position of maximum opening, and vice-versa,

fuel passage means for idling running opening into said induction pipedownstream of said throttle member,

a device responsive to the engine speed, said device comprising countingmeans responsive to the number per unit time of current breaks in saidignition circuit,

switching means responsive to the position of said throttle member,

and fuel flow controlling means actuated by an electric circuitincluding said ignition switch, said fuel flow controlling means beingadapted, when said ignition switch is switched off, to prevent at leastpartly the flow of fuel through said fuel passage means,

said fuel flow controlling means being responsive, when said ignitionswitch is switched on, both to said device and to said switching meansfor (1) permitting the flow of fuel through said fuel passage means whenthe engine speed is below a given value and said throttle member issimultaneously substantially closed,

(2) permitting the flow of fuel through said fuel passage means whensaid throttle member is in any other position,

(3) and preventing at least partly the flow of fuel through said fuelpassage means when the engine speed is above said given value and saidthrottle member is simultaneously substantially closed,

wherein said fuel flow controlling means includes a valve, resilientbiasing means urging said valve towards a substantially closed positionwhich prevents, at least partly, the flow of fuel through said fuelpassage means, and an electromagnet disposed in said electric circuit,in series with said ignition switch, said electric circuit furtherincluding a source of current in series with said ignition switch, saidelectromagnet being adapted, when energized, to open said valve whichpermits the flow of fuel through said fuel passage means, and saidelectromagnet being further adapted, when de-energized, to release saidvalve whereby said resilient biasing means can return said valve to itssubstantially closed position,

and wherein said electric circuit includes two branches, namely a firstbranch and a second branch, in parallel with each other but in serieswith said electromagnet, said ignition switch and said source ofcurrent, for energizing said electromagnet, said first branch includinga relay operative by said device and adapted to be energized and henceclosed when the engine speed is lower than said given value andde-energized and hence open when said engine speed is higher than saidgiven value, said switching means comprising a :first switch and asecond switch, said first switch being disposed in said first branch andsaid second switch being disposed in said second branch, said firstswitch being closed and said second switch being open when said throttlemember is substantially closed, and said first switch being open andsaid second switch being closed for all other positions of said throttlemember.

5. A carburettor according to claim 4, wherein said switching meanscomprise:

a first contact blade forming part of said first switch and disposed insaid first branch,

a second contact blade forming part of said second switch and disposedin said second branch,

and a third contact blade forming part both of said first switch and ofsaid second switch, and connected in series with said electromagnet,said ignition switch and said source of current, said third contactblade being resilient and tending, by its own resiliency, to makecontact with said second contact blade and to break contact with saidfirst contact blade;

9 10 and wherein said throttle member is adapted to engage ReferencesCited mechanically said third contact blade when said throttle member issubstantially closed to bring said UNITED STATES PATENTS third contactblade out of contact with said second 312511352 5/1966 3,153,746 10/1964Atkinson 123-102 X contact blade and into contact with said firstcontact blade, and saidth throttle member is further adapted to releasesaid ird contact blade for all other positions of said throttle memberto permit said third WENDELL BURNS Pnmary Exammer contact blade to move,by its own resiliency, out of U S Cl X R contact with said first contactblade and into contact 10 30 3O 123 102 with said second contact blade.

3,310,044 3/1967 Haverstick.

